1. Make sure all tires are inflated to the vehicle’s recommended inflation pressures (found in the owner’s manual on the door placard). 2. Turn the ignition switch to OFF then press and release the brake pedal. 3. Turn the ignition switch from OFF to RUN (engine OFF) 3 times, ending in the RUN position. Do this within 10 seconds. 4. Press and release the brake pedal

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FORD: 2005 Mustang 2004-2005 F-150 2005 Expedition, F-250, F-350 This article supersedes TSB 05-15-8 to update the Service Procedure. ISSUE Some vehicles equipped with a 4.6L 3-valve or 5.4L 3-valve engine may exhibit a ticking and/or knocking noise after reaching normal operating temperature. The noise may be described as “ticks”, “taps”, “knocks”, or “thumps”. In some cases the noise may be a normal characteristic of these engines. In other cases the noise may require further investigation. Sorting out and defining the noise as reported by the customer is important to successfully diagnose and/or repair the condition. ACTION Before starting diagnosis, it is critical to determine the specific engine noise the customer is concerned with. The customer should be interviewed to get their detailed perception and description of the noise, and to determine if the noise occurs at idle or above idle speed, and if the engine is cold, hot, or both. Attempt to duplicate the noise, and determine the source of the symptom. Refer to the following Service Procedure to help determine the source of the noise and if a repair is needed. LINCOLN: 2005 Navigator PRE-CHECKS 1. 2. 3.

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1994-1997 Ford Probe, Mazda MX3 with 4 cyl. & A/T 1994-2000 Mazda 626 with 4 cyl. & A/T 1998-2000 Mazda 626 with 6 cyl. & A/T 1995-2000 Ford Contour/Mercury Mystique with 6 cyl. & A/T 1999-2001 Mercury Cougar with A/T SUBJECT Vehicles with the Ford CD4E automatic transmission. CONDITION The driver’s side front CV axle has a 6-½ inch male inboard stub that fits into the transmission’s side gear. On the stub next to the housing seal surface is a carrier support surface that fits into the final drive sun gear inside the transmission (see figure 1). This sprocket assembly is chain driven with the reverse/overdrive sprocket by the planetary gear sets (see figure 2). The final drive sprocket assembly rides on the axle stub carrier support surface using a pressed, center bored bushing. This bushing wears the carrier support surface causing damage to the axle and eventually the transmission. SOLUTION If the carrier support surface of the axle being replaced appears rough and worn, then several possible failures need to be checked before replacing the axle or premature failure of the axle or possible damage to the transmission could occur. If the transmission’s internal oiling solenoid that lubricates this bushing fails, then the 2nd and 3rd gearshifts will not function. Although the Aftermarket lists this bushing, no tool exists to replace it. Ford only offer the bushing in a complete sprocket assembly making its replacement a very costly repair. The most common contributor to premature wear of this bushing is the vehicle not being within proper alignment specs. Without a four-wheel alignment, even though the front wheels may be centered to the rack, the rear thrust is pushing the front wheels causing stress on the front CV joints. The thrust forces acting on the front wheels while driving changes ALL the alignment specs resulting in the front wheels being in a constant turning action. This will wear the side gears and transmission seals as well as stressing this bushing. Another possible sign that alignment is affecting these items is a worn or torn inboard boot. Do not forget that worn motor mounts will also affect alignment thrust forces.